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HMS Bounty in trouble...

278K views 2K replies 105 participants last post by  PCP 
#1 ·
The HMS Bounty is a tall ship that was built in Nova Scotia in 1961 for the MGM movie "Mutiny on the Bounty", starring Marlon Brando...she appears to be in trouble from Hurricane Sandy.

From ABC News:
2:55 AM EDT: Coast Guard spokesman David Weydert tells ABC News, "The Coast Guard received notification that the sailing vessel HMS Bounty was in distress. We responded by sending out a C-130 aircraft and we're currently monitoring the situation."

And the ships website confirms she is in harms way:
TallShipBounty.org

I sure hope this story has a happy ending.
 
#650 ·
I thought this was interesting:

"As 'Superstorm' Sandy brewed in the Atlantic Ocean, the ship's captain, Robin Walbridge, called the crew to the deck for a meeting.

"At that point in time, I didn't know a hurricane was coming," said Barksdale. Captain Walbridge told the crew he wouldn't blame them if they wanted to get off the ship and he wouldn't hold it against them.

"Naturally, I thought about it," Barksdale said. "But the captain had a good plan to circumvent the storm and at that point, we didn't realize the magnitude of the storm."

Citing the old saying a ship is safer at sea than at port, none of the other 15 crew members opted out either. The Bounty set sail on Thursday. Three days later, the ship sailed directly into Hurricane Sandy's path.

"I knew we were in trouble early afternoon on Sunday," Barksdale recalls. "It appeared we were taking in more water than we were pumping out."

Above from:
CBS19 Exclusive: Nelson County Man Recounts Rescue from HMS Bounty Ship
 
#651 ·
Jon,

IMHO I suggest you take the same stance as the to Rule 62 as to the Bounty to be consistant and not blame it on paper charts vs electrontics. It was completely the Captains decision and fault per like you have though about the Bounty.

What I've simply tried to make clear from the outset, is my doubt that there will come to light any mitigating factors or evidence that will make his decision to depart New London when he did, and attempt to shoot the gap between Sandy and Hatteras, appear to be anything short of "unfathomable", or impossible to justify in terms of any reasonable Risk/Reward analysis...JonEisberg
If anything, seems to me that most of the 'speculation' engaged in during the course of this thread has come from those who appear to be loosely "in defense of" of the captain. I have seen nothing to support the notion advanced that the BOUNTY might have been ordered to leave New London, for example - and yet, some hear have tossed that out as a potential mitigating factor... Aside from appearing purely speculative, it's a moot point, in any event. Even if the BOUNTY had been ordered to depart, Waldbridge still had many options to consider. ...JonEisberg
Again, perhaps it's just me... But it seems as if those who believe that some mitigating factors might eventually emerge, that will justify or make the captain's decisions and actions appear reasonable, prudent, or seamanlike, are the ones who are REALLY engaging in "speculation", here... (grin) Seems rather unlikely, when it appears no one here so far can even IMAGINE a scenario in which this voyage made any real sense... ...JonEisberg
 
#655 · (Edited)
JFC, what the hell do I have to do to convince you I am in complete AGREEMENT on that? (grin)

Please, go back and read my posts in the RULE 62 thread, if you have any doubts...

My only point is that I believe it is highly likely that his overconfidence in the accuracy of electronic position fixing and charting CONTRIBUTED to his decision to enter that cut...

I see this all the time now in the Bahamas... The Explorer Charts are now considered to be so accurate, that many cruisers now feel increasingly EMBOLDENED do things like piloting The Devil's Backbone in poor light, or traveling after dark... 20 years ago, if he'd been relying on the sketch charts in The Yachtsman's Guide to the Bahamas - where the piloting directions for that cut might have read something akin to "when the small casuarina on the north end of Lynyard cay forms a range with the red-roofed shack on...", there is no freakin' way he would have considered that passage at night, during a rage...

(But, hell - back in the days pre-GPS, he wouldn't have been doing the 1500 to begin with... For that matter, without GPS, would there even BE a Caribbean 1500 Cattle Drive today? (grin))

The skipper is absolutely, completely responsible for an egregiously poor decision of seamanship, for which he will have to bear the tragic consequences for the rest of his life...

I'm simply saying that such a decision was not made in a vacuum, and that perhaps something like having once seen his computer navigation software having placed his boat IN HIS PRECISE SLIP in his marina on Google Earth likely led him to believe such a cut was navigable in those conditions...

All he had to do was keep the little boat icon on the dotted line...
 
#661 · (Edited)
I gotta chime in on this paper chart bizzness. You have to have paper charts on board and be proficaint in their use. Period. Yes we use them still in the wheel house on commercial vessels, even cruise ships. The computer plotters are neat and handy. I think most of them have a disclaimer " not for use as a primary navigation tool" or something. What did Joe say " One lightening strike" You may think your laying out a line and getting all the info, but your not. Paper isn't a throw back or nostalgic, it's how it's done. Newbie after newbie is skipping the essential step of learning how to navigate and using a computer. It's true computers are here to stay and may even take over the world someday, but if you are out there on the ocean navigating, you need to have paper on board. I don't have any doubt the Bounty was marking their position every hour on a chart. He surley knew where he was. It so reminds me of the Pride. This " I go faster when it's wicked windy sh!t" It's that racer sailor crap popping up again, I'm not gonna go there, but lives. Lives are being lost due to ego's making descisions and young fool's having mis guided confidence in the wrong leaders and blindly following them to sea. I wish I wish I was crewing on that damned boat, there would have been another mutiny on the Bounty and two people would be alive today.
 
#663 ·
Listen, At the level of Captain we are discussing, ships the size of the Bounty, it's not a certification, It's an MMD. Or Credential, Mercahnt Marine Document. You can not qualify to test until you have documented years of experience. Not years on a calander, years between the sticks, years of on the job training, documented time. Only then can you test for the ticket, it's sea time coupled with school, exams and scrutiny,
 
#664 · (Edited)
You can not qualify to test until you have documented years of experience. Captain Aaron
Of course that kind of credentials requires years of experience. Which Captain Walbridge had. And tell me how did that work out for him. . Experience doesnt gaurentee good decisions or does it? If his experience was one of running hurricanes as was posted on here ( not sure if its a fact or not), and he was successfull running hurricanes, did his experience give hin a false sense of security in them?

If experience leads to good decisions why do I see some people give advice on here to newcomers who want to take a 25 ft boat with no experience to the carribean and beyond and tell them to follow thier dream, that the rest of us are too cautious.
 
#665 · (Edited)
I posted earlier that there are a ton of dip sh!ts running boat's out there all the way up to unlimited tonnage. The fact is, a good seaworthy boat can carry a sailor to the caribbean from Fla. with a fairly small amount of experience and a lot of common sense. I'm an advocate of smart people with the right attitude seeking adventure on the sea with the right hull and equipment, forthought and weather outlook. I get mad at this "I like running in a Huricane, I sail faster" attitude. If that is the mind set, one should do it alone and not with a ship full of trusting soul's. It's frustrating even in the commercial world where you need all these endorsements to get the job when you know you have the chop's. There are job's I want but I need 1080 day's running as 200 mate before I qualify for my 500 ton even though I know I'm ready now. And there are dudes who are doing the job that have the time but not the chop's. I tell people out there all the time to get the skill's before they bring the people. I poked the Bounty with my nuckle 10 years ago when they where anchored in Key West, I was giving the crew rides to shore in my Harbour launch, it was soft and they were in a hurry to cover rot with house paint. The crew said they would'nt want to actually go to sea in the boat but they liked the training and nostalgia of the experience. I don't care what the Captains tonage was, he a had false confidence in his and the ships ability, un like that dude who got the bad rap for his seamanship in the perfect storm, was it a Tahiti Ketch? that rolled and despite his protest the coast guard insisted on rescue and one coastie died trying, only with the boat to found un harmed a few day's later. More ar less what happened, anyway's I know for sure the Lisence isn't a 100% of what one should used to evaluate a persons qualification, just look at the kid's these acadamy's pop out, and as soon as they get out there they realize it takes a lot more than good testing skill's to make it, the culture is harsh as well as the enviroment. I stand by my advice to those gifted with the common sense and desire to sail off in a seaworthy vessel, in the right conditions. I also want people to understand these Credentials in the bigger tonnage boats's are'nt handed out overnight in a safe boater class with a cartoon bobber as a mascot on the text pamplet cover. I say again that it is astounding that dude's meet the criteria and still come out stupid on the other side as well. But they do.
 
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#668 · (Edited)
"Capt. Robin Walbridge stood on the deck of the 180-foot wooden sailing ship Bounty on the sunny afternoon of Oct. 25. The wind was so mild that the ship had motored back to harbor after a short sail. The Bounty was tied to a city pier in New London, Conn.

Walbridge told a small group that the Bounty would be leaving for St. Petersburg, Fla., that night instead of the next morning. He wanted to get a jump on a massive weather system coming from the south that forecasters were calling "historic" and that one already had dubbed "Frankenstorm."

Walbridge formed a circle with his thumbs and index fingers, and told listeners to look at his right thumb. It represented the southeastern section of the hurricane.
"He said he wanted to get to the southeast quadrant and ride the storm out," said New London Dockmaster Barbara Neff. No one raised objections."

Comment - not a lot of @#!*% time for a crew member to decide to leave the ship, a couple hours at most - and with a sense of loyalty towards each other, the storm still days away and the belief that the Captain would know what to do. Well, I can see how they decided to go, with such little time to consider the danger, they stuck together and went.
That's understanable. If only they had put the solidarity of the ship above the solidarity of the crew. Mates are on boat's to be a sounding board for the captain. A good mate say's, "hey wait a minuet Cap. That sounds risky" or "did you take this in to consideration." I just hope future schooner crew's Remember the mistakes and complacancy of the Pride of Baltiomore and now the Bounty, and stand up to their captain's ego and lust for "sailing Fast" like the weeeeeee of a kid on carnival ride or the ignorance and greed of the home office deciders on the Phantom. There is no doubt in my mind, if I were the mate on the Bounty, And I have the credentails, I'd stopped that guy from trying to out run that storm, I've done it in the past in Hugo ( and we did sink at the dock in P.R.) but not at sea. I was perparing to engage in sabbotage in order to keep the boat in harbour if my pleas's had not been headed. Hopefully the schooner community has learned this time, because there still seems to be a few nuckle heads running some of them out there.
 
#672 ·
And the Captain bashing keeps rolling on........we know he is to blame.[

..
Bashing is a harsh, gratuitous, prejudicial attack on a person, group or subject. Literally, bashing is a term meaning to hit or assault, but when it is used as a suffix, or in conjunction with a noun indicating the subject being attacked, it is normally used to imply that the act is motivated by bigotry....

http://en.wikipedia.org/wiki/Bashing_(pejorative)

Dave, no one is bashing the Captain. When you say that there are people bashing the Captain you are insulting those persons. A person that bashes somebody in a gratuitous attack motivated by bigotry is an ugly and depictable person and I don't believe that apply to any of those involved in this discussion.

No one is moved by bigotry here.

Regards

Paulo
 
#674 · (Edited)
Bashing is a harsh, gratuitous, prejudicial attack on a person, group or subject. Literally, bashing is a term meaning to hit or assault, but when it is used as a suffix, or in conjunction with a noun indicating the subject being attacked, it is normally used to imply that the act is motivated by bigotry....

http://en.wikipedia.org/wiki/Bashing_(pejorative)

Dave, no one is bashing the Captain. When you say that there are people bashing the Captain you are insulting those persons. A person that bashes somebody in a gratuitous attack motivated by bigotry is an ugly and depictable person and I don't believe that apply to any of those involved in this discussion.

No one is moved by bigotry here.-PCP
Gee Wizz Paulo,

In your haste to jump on what I sayand to go after me please read the dictionary next time. NO ONE IMPLIED ANY BIGOTRY EXCEPT YOU. I certainly didnt

to attack physically or verbally
-Websters Dictionary

To criticize (another) harshly, accusatorially, and threateningly: "He bashed the . . . government unmercifully over the . . . spy affair" (Lally Weymouth).
I used the King's English here correctly my friend.

Captain Aaron,

There are many lessons I think which will come out. The one which is so apparent was the Captains setting sail into a storm. No one disagrees with his responsibility on here that I can see.
 
#676 ·
Gee Wizz Paulo,

In your haste to jump on what I sayand to go after me please read the dictionary next time. NO ONE IMPLIED ANY BIGOTRY EXCEPT YOU. I certainly didnt

.....
Dave, I am here to attack nobody but to enjoy and learn. You keep saying people are bashing a dead captain. I find that awful, I mean bashing a dead man and I resent you say that there are some doing that. Probably you did not wanted to say that, but then it is to you to say that you did not mean to say somebody (or some) were bashing here a dead Captain.

Regards

Paulo
 
#677 ·
No Captain Aaron...it was your first post concerning the incident. We have some who post the same thing about the Captain over and over again. Its not you. Your posts are usually right on and succinct.
 
#678 ·
Thank you and yes. I try to find a balance between speaking my mind and not offending ( quite difficult but getting easier) Just for sh!t's and giggles what was my first post on the incident? I tried to read back but everything I read was spot on and elequent:laugher so I failed to see the prompt to mention with anything but praise.:)
 
#682 ·
The Bounty accident on the Italian Nautical press:

"Affondamento della replica del Bounty: dubbi sul comandante

In molti si chiedono perché il comandante del Bounty abbia portato la sua nave nel mezzo dell'uragano Sandy

Raleigh, North Caroline (USA) - In molti si chiedono perché il comandante della replica del Bounty, il veliero protagonista del famoso ammutinamento, Robin Walbridge, morto nel naufragio della sua nave il 29 ottobre scorso, abbia deciso di prendere il mare nonostante l'arrivo dell'uragano Sandy fosse sicuro e la sua forza già prevista?

La risposta in parte si trova sulla pagina di Facebook del veliero, dove Walbridge, che ormai si trovava in mezzo alla tempesta, ha scritto: " Questo viaggio del Bounty è una decisione calcolata... non c'è mancanza di lungimiranza o irresponsabilità, come alcuni hanno suggerito. Una nave, quando c'è burrasca, è più sicura in mare che in porto".

Probabilmente è questa convinzione che ha portato il comandante del Bounty a uscire in mare nonostante le pessime previsioni meteorologiche.
Walbridge era convinto di poter aggirare l'uragano, ma molti suoi colleghi hanno dichiarato che era una convinzione assurda, l'estensione e la potenza di Sandy era tale da non lasciare alcuna speranza di poterlo aggirare.

Dopo più di un giorno passato nella tempesta scatenata dall'uragano a 90 miglia a largo di Cape Hatteras, il Bounty ha cominciato a fare acqua al ritmo di 60 centimetri all'ora. Una quantità gestibile su di una nave da 60 metri modernamente attrezzata, nonostante fosse concepita come un veliero del 700.

.......

Il comandante Walbridge, aveva 63 anni ed erano 17 anni che comandava la nave. La famiglia del comandante Robin Walbridge lo chiama eroe per aver voluto salvare il suo equipaggio prima della sua stessa vita, come in effetti il comandante ha fatto.

Se, però, l'inchiesta appurerà che Walbridge ha preso una decisione irresponsabile portando la nave in mare e andando a navigare verso la zona d'influenza di Sandy, invece di rimanere nella zona di Hallifax, dove la nave avrebbe potuto attendere il passaggio dell'uragano, passerà alla storia per aver ucciso se stesso, un membro del proprio equipaggio e perso la sua nave."

Naufragi: Affondamento della replica del Bounty: dubbi sul comandante

If you don't read Italian you can run it through google translator but it is much what have been said here;).

....
 
#685 · (Edited)
Interesting editorial on gCaptain. I guess they take a general position that is not very agreeable to amateurs but then perhaps it is good to remember the time this thread took to align with the views they had from the beginning about Bounty's Captain actions in what regard the best strategies to deal with an Hurricane or the need to wait for an investigation to know if the Captain was to blame or not.

BY ROB ALMEIDA ON NOVEMBER 6, 2012 (Rob Almeida is partner and CMO of Unofficial Networks and an editor of gCaptain.com. He graduated from the United States Naval Academy in 1999 with a B.S in Naval Architecture and spent 6.5 years on active duty as a Surface Warfare Officer.)

"The Disconnect Between Professional Mariners and Recreational Boaters over the Bounty Tragedy.

Ever since the Bounty sank off Cape Hatteras last week a fiery online debate has literally raged.

It's a tragic event that pretty much everyone who has ever spent any time at all on the ocean has an opinion on. HMS Bounty's Facebook page, gCaptain's Facebook page, the Woodenboat Forum, the Trawler Forum, and of course gCaptain have been a few of the focal points for this unfolding story. None have pulled punches, although a few days ago the Bounty's Facebook page moderators removed the ability for people to comment on their page due to an influx of critical comments.

Nowhere on the internet however, has more criticism been raised of this event than the gCaptain Forum. With over 20,000 members from around the world, this forum has essentially grown to become the social media platform for the professional maritime industry. And when it comes to seamanship, you better believe they have an opinion and are unafraid to share it with you.

Steamer, a gCaptain Forum Member, brought up an interesting comment today about the disconnect between the professional community and the recreational community that I thought deserved particular highlight. Here's what he posted:....

If nothing else this whole Bounty affair is showing us that there really is a gulf between the recreational (including the TSC) hobbyist and the professional mariner. These guys are really really scary, a lot scarier than I ever believed they were. I think this storm has opened a few eyes but unfortunately it seems to have driven some of the survivors into a deeper defensive position, from fear or just embarrassment I don't know."

http://gcaptain.com/author/rob/
....
 
#1,053 ·
(snippage)
If nothing else this whole Bounty affair is showing us that there really is a gulf between the recreational (including the TSC) hobbyist and the professional mariner. These guys are really really scary, a lot scarier than I ever believed they were. I think this storm has opened a few eyes but unfortunately it seems to have driven some of the survivors into a deeper defensive position, from fear or just embarrassment I don't know."[/COLOR]

Rob Almeida | gCaptain - Maritime & Offshore News
....
Paolo, you posted this at least once, a couple of WEEKS ago. It hasn't become any more illuminating, nor any less offensive. I mean, God knows "preofessional mariners" never do anything wrong...
 
#692 ·
I would have thought the professional would consider the recreational community to be..... less professional. If less professional translates to high risk taking, I'm still confused by the fact that almost the entire recreational community is vilifying the Bounty for taking this risk.

Hard to follow.
 
#694 ·
I would have thought the professional would consider the recreational community to be..... less professional. If less professional translates to high risk taking, I'm still confused by the fact that almost the entire recreational community is vilifying the Bounty for taking this risk.

Hard to follow.
Yes, I agree it's hard to follow. Maybe I'm dense, but I don't see any difference between the criticisms he's getting from pros or amateurs. For the pros to suggest that there's a difference sounds a little elitist to me. Almost sounds like they're saying that, in lieu of actual facts, their speculation is more accurate than amateurs' speculation. And it might actually be more accurate, given their greater experience, but it's still speculation. That's why I'm waiting to hear more facts from the USCG investigation.
 
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#693 · (Edited)
Minnie,

I am not of the opinion that the Captain should not take full blame for HIS actions of sailing into the hurricane so I cant come up with an alternative scenarios. I will restate my belief for the 50th time HE IS REPSONSIBLE FOR HIS ACTIONS FULLY .

Somehow when I, and others, have asked that we dont not rush to judjement on all of the factors which led to the sinking a few have construed that meant that we didnt hold the Captain responsible. I can only speak for myself and I do hold him responsible. Not sure why that gets lumped into defending him.

I do think there are other individuals and other factors which also contributed to this sinking and if ignored will prevent this incident from becoming a TRUE learning experience and the full impartial investigation of the sinking will lead to other contributory factors. This in turn may lead to other regulations or procedures to improve the odds of this not reoccuring. I beleive that is the purpose.

Continued focusing on the captain and bashing him ( a point to which there is no dissagreement) has become just a restatement of the same information and IMHO is beating a dead horse.

What is the lesson we learn from this tradgedy from those of you beleive that this Captain is the ONLY reason for the sinking.

Can any of you propose here concrete specific remedies and corrections here which will prevent a Captain from sailing his ship into a hurricane again?

If we dont LEARN from this experience it will for sure be repeated again. It is one thing to continually criticise things....anyone can do that. I have huge respect for anyone identify an issue and then who can propose actual remedies which will prevent this from reoccuring, which is the purpose of LEARNING.
 
#700 · (Edited)
Minnie,

I am not of the opinion that the Captain should not take full blame for HIS actions of sailing into the hurricane so I cant come up with an alternative scenarios. I will restate my belief for the 50th time HE IS REPSONSIBLE FOR HIS ACTIONS FULLY .
This is the part that still seems to mystify. If we are in agreement that the Captain is fully responsible and we know that one of his crew lost their life, I don't understand why its repetition is anything other than expected. That's the i

What is the lesson we learn from this tradgedy from those of you beleive that this Captain is the ONLY reason for the sinking.
Complacency will kill you or your crew or both. Failing to personally consider others decisions, even if from a really nice guy/captain who lived through danger before, could get you killed.
 
#698 ·
What are the particular liscences Robin Walbridge had?
What are Captain Walbridges past experience,vessels he served on?
What disqualifies him from being a professional captain?
Are there 20,000 professional captains in the world?
What qualifications and professional checks do people who want to join the
social blog gCaptain have to undergo?
Is gCaptain really a professional organization or just another social media internet blog
site?

For instance ( I am not singling you out Minnie).. CAPA is a professional organization
for airline pilots ( my slip neighbor and best friend is a long time United Airlines
International Pilot) amd we were discussing this leats night in terms of lobbys.
ThirtyThousandFeet has a myriad of blogs concerning airplanes and airlines.

One is a professional organization of pilots which obvious qualifications ( and they are vetted) to post on...the other is a social media site which anyone can join and post on and can make up their credentials

gCaptain is what? a professional organziation with vetted credentials? or is a soicial media bloig site.

My point is here that when weighing statements, facts, and opinons to take into consideration the source. Thats all.
 
#703 ·
What are the particular liscences Robin Walbridge had?
What are Captain Walbridges past experience,vessels he served on?
What disqualifies him from being a professional captain?
Are there 20,000 professional captains in the world?
What qualifications and professional checks do people who want to join the
social blog gCaptain have to undergo?
Is gCaptain really a professional organization or just another social media internet blog
site?

....
One is a professional organization of pilots which obvious qualifications ( and they are vetted) to post on...the other is a social media site which anyone can join and post on and can make up their credentials

gCaptain is what? a professional organziation with vetted credentials? or is a soicial media bloig site.

My point is here that when weighing statements, facts, and opinons to take into consideration the source. Thats all.
Captain Robin Walbridge was a professional Captain and had a 1600-ton license. Regarding his experience :

..he secured his 50-ton license while working on the Miller houseboats on the Suwanee River in Florida where he was the field mechanic for five years....He went on to work on the Governor Stone in Apalachicola, Florida as Captain, conducting day sail programs, and crew training programs for the operation of the vessel. It was here he earned his 100-ton license....Robin moved on to HMS Rose in 1993 as First and Second mate and went on to obtain his 500-ton Captain's license. He continued to work with youth sail training programs, developing programs for trainees along the eastern seaboard and Great Lakes. In 1995, he obtained his 1600-ton license.

Enter HMS Bounty in 1995.

TallShipBounty.org

Regarding gCaptain forum is not a Captain's forum. They say about it:

With over 20,000 members from around the world, this forum has essentially grown to become the social media platform for the professional maritime industry.

It is an open forum but the ones that are members are the ones that are related with the maritime industry, including professional sailors and captains. You don't need to be a member to access to each member profile and see its maritime qualifications and their professional story. I did.

gCaptain - Maritime & Offshore News

rergards

Paulo
 
#699 · (Edited)
I was crew aboard a Tallship for 4 years, I ran around barefooted, wearing canvas pants cut off at the knee, climbed the rig in a blow with out a harness, and a knife in my teeth to deal with hung lines, sang sea shanty's as we actually walked around a capstain. I was paid all though not well. Actually I paid for the first 9 months as a student and was subsequently hired. Now I work on a commercial ocean tug, I must wear steel toe boot's a hard hat and work vest, Long pants and a blue collar shirt with an american flag patch on the sleeve. I must continue training and up grading my credentials and I am under a lot of scrutiny by my employer and the Coast Guard to work safe, paricipate in drill's and stay sober etc. In my free time I saill off shore in my 28 foot sloop or deliver other peoples, from the Key's to Honduras, Columbia, Where ever. The Captains I worked under on the Tall ship were incredably competant, they had just come from Antarctica when I joined.The Captains I work with now can handle a boat and make responsable decisions. My point is I have a pretty good insight to both culture's and some how fall inbetween. Captains are the first to call another captain a ding-aling when they make a poor decision, they should know.
 
#704 · (Edited)
Industry vs. Tallship life.
Both can be incredably dangerous, On the Tugs dudes get cut in half by wires under load and 4 inch lines snapping, and overboard's. We lost a captain this year, they hope he fell overboard any way's. it's a rough bunch.

A schooner kid died in Key West this year, he fell from the mast head.
( his girfriend was on the smart end of the hoist and let him go.)

We are paid very well in the industry, the pay is crap on the schooners. I cut my own hair with dull scissors on the tall ship, kind of a spikey mess with shackle grease as hair gel. Now I shave it with clippers but I did get a tattoo on my head when I was on the tallship and it's still there.
 
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